Locomotive-valve



No. 752,439, 'PATENTED 513.16, 1904. H. G. ooRYELL& J. B. STEPHENS.

LOCOMOTIVE VALVE. APPLIGATION FILED JUNE 1'1, 1903.

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No. 752,439. PATBNTED FEB. 16, 1904.

H. G. CORYELL & J. B". STEPHENS. LOCOMOTIVE VALVE.

APPLIUATION FILED JUNE 17, 190s.

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UNITED STATES Patented. February 16, 1904. i

PATENT OFFICE.

HOWARD e. OOEYELL AnD JOSEPH EDWARD STEPHENS, OE MARIETTA,A

eEOEeiA.

LOCONIOTIVE-VA LV'E.

SPECIFICATION forming part of Letters :Patent No. 752,439, dated February 16, 1904.

Application filed .Tune 1'7, 1903.

To all whom it may concern:

Beit known that we, HOWARD G. CORYELL and JOSEPH EDWARD STEPHENS, both citizens of the United States, and residents of Marietta, in the county of Cobb and State of Georgia, have invented a new and Improved Locomotive-Valve, of which the following is a full,

This invention relates to improvements in valves, particularly for use in connection with steam-pipes leading to the steam-chests of locomotive-engines, an object being to provide a valve designed to be operated from the outer side of the locomotive and by means of which the steam may be quickly cut off from either one of the steam-chests should accident or breakage occur in one of the chests, thus permitting the locomotive to be at once worked from the opposite or intact steam-chest.

We will describe a valve embodying our invention, and then point out the novel features I in the appended claims.

Reference is to be lhad to the accompanying drawings, forming a part of this speciication, in which similar characters of reference indicate corresponding parts in all the gures.

Figure 1 is a side elevation of a valve em# bodying our invention, showing the same as attached to a portion of a locomotive. Fig. 2 is a horizontal section of the valve. Fig. 3 is a vertical section thereof. Fig. 4 shows aY turning-wrench that may be employed, and Fig. 5 shows a modification of the turning and locking mechanism.

Referring to the drawings, 1 designates the valve-casing located in the smoke-box of the locomotive and connecting with the dry steampipe 2. This valve-casing has ports 3 4, from which branches 5 lead to the opposite steamchests. Mounted to swing inthe valve-casing is a valve 6, having transversely-rounded peripheral portions 7 for engaging in correspondingly-shaped seats 8 at the inner ends of the ports 3 4. Extending upward through a jacket 9 is the valve-operating rod 10. This rod has an angular lower portion l1 for engaging in a correspondingly-shaped opening in the valve-stem 12 and, as here shown, the end of the portion 11 has a step-bearing in the Serial No. 161,816. (No model.)

lowerportion of the valve-casing. The cylindrical portion of the rod 10 extends through a stuing-box 13 and also through a cap 14,

secured on the outer side of the jacket 9. At the portion passing through said cap 14 the rod is screw-threaded, as at 15, to engage a thread in the opening through the cap, and the extreme outer end of the rod may be made angular, as indicated in Figs. -1 and 3, to receive the turning device, such as a wrench 16.

As a means for holding the valve in a central position to permit the passage oi' steam to both steam-chests we provide a suitable locking device. lIn Figs. 1 and 3 this locking device consists of a push-bar 17, movable in y a guide on the cap 14 and designed to en-l gage at its end in a channel 18, formed in the rod H10, the said channel being of suiiicient length topermit upward movement of said rod.. The locking-bar is held in locked position by means of a spring 19. Instead of employing 'a removable wrench and the locking device above described We may attach a lever 2O to the operating-rod, the said lever being eX- tended over a plate 21, provided with an arcslot 22, through which a clamping-bolt 23 passes, the said clamping-bolt of course also passing through the lever. When the lever is in central position, as` indicated in Fig. 5, the valve will be in its central position.

In the operation when a locomotive ruptures a steam-chest, a piston, or any ofthe steam connections at one side steam may be instantly out oi from that side by turning the valve against the valve-seat 8 at the damaged side. The object in providing the connection between the rod and the cap 14 is to provide a simple means for holding the valve against the seat, and the steam-pressure of course will aid in such holding. In such vertical movements of the rod it will obviously slide in the valve-Stem. After cutting off the steam from one side the main rod may be let up, the lubricator used, and the engine started forward at once, working on the opposite side. As it now is if a locomotive has any of the above mishaps the engineer is required to take out the bolts from the steam-chest and make repairs, which may consume considerable time,

to permit the engine to operate from the opposite side. With this device it will not exceed two minutes time to start running, and' it is much safer than making repairs under the old methods. it is extremely hard to locate the side on which it occurs. Often the wrong side is taken down. With our valve a blow can be instantly 1ocated by turning the valve to either side to shut off steam, and if the blow stops it is on the side turned off. If it does not stop, the blow is on the other side. A

Having thus described our invention, we claim as new and desire to secure by Letters Patent-' l. In alocomotive-valve, avalve-casing with whichthe dry-pipe branches connect, a valve mounted to swing in said casing, and means operated from the outer side of the locomotive for operating said valve to close either one of the branches.

2. In alocomotive-valve, avalve-casing with which the dry pipe and branch pipes connect, a valve mounted to swing in the valve-casing, a rod extended upward from said valve to the outer side of the locomotive,'and.means for locking said rod to hold the valve out ofconnection with both the branches.

3. In aIocomotive-valve, avalve-casing with which the dry pipe and branch pipes connect, a valve mounted to swing in the casing and designed to cut off either one of the branch pipes, a rod for swinging the valve and having vertical movement with relation thereto, a cap on the outer side of the locomotive-jacket through which the said rod passes, the portion of the rod extended through said opening be- VVhen the engine blows,

ing screw-threaded to engage with a thread of the opening, means for rotating the rod, and means for locking the rod.

4. In a locomotive-valve, a valve-casing having connection with a dry pipe, ports on opposite sides for communicating with the pipes leading to the opposite steam-chests, a valve mounted to swing in the casing and having rounded peripheral portions for engaging in correspondingly-shaped seats at the inner ends of the ports, and means operated from the outer side of the locomotive for swinging said valve.

5. In a locomotive-Valve, a valve-casing adapted for connection with a dry pipe and having ports for communicating with steamchest connections, a valve mounted to swing. in the casing and having an angular opening in its stem, a rod having an angular portion for engaging in said opening, said rod passing upward through the jacket of the locomotive, means for causing a vertical movement of said rod, the said means also serving as a lock for holding the valve in closing position, the said rod having a channel in its upper portion, and a spring-pressed locking-bar for engaging in said channel to hold the valve in intermediate position.

In testimony whereof we have signed our names to this specification inthe presence of two subscribing witnesses.

HOWARD G. GORYELL. JOSEPH EDWARD STEPHENS.

Witnesses:

E. H. NoRTHoU'rT, .I-I. A. BARNES.v 

